Internal-combustion engine



Dec. 4 1923.

c. J. TcSTH INTERNAL COMBUSTION ENGINE Filed April 29. 1922 3Sheets-Sheet 1 a X. K H a X H awm R m i g Q. m M J fill-1t 7 v. MW KN NMw RN\ h A w K R MWF F 7 a avwvntoz Dec. 4 1923.

c. .1. TOTH INTERNAL COMBUSTION ENGINE Filed April 29,

1922 25 Sheets-Sheet 2 Dec. 4 1923.

c. J. TOTH INTERNAL COMBUSTION ENGINE Filed April 29. 1922 3Sheets-Sheet 5 Patented Dec. 4, T23.

CHARLES J. TG'IH, F STAPLIETON, NEW YORK, ASSIGNOR TO INTERNATIONALPROCE$S AND ENGINEERING CORPORATION, OF NEW YORK, N. Y., A CORPORATIONOF NEW YORK.

lfNTERNAL-COMBUSTION ENGINE.

Application filed April 29, 1922. Serial No. 557,431.

To all whom it may concern:

Be it known that ll, CHARLES J. TTH, a citizen of the Republic ofUruguay, and resident of Stapleton, New York city,county of Richmond,and State of New York, have invented certain new and useful Improvementsin-lnternal-Combustion Engines, of which the following is apecification.

The invention relates to internal combustion engines, and particularl tosuch engines of the two cycle type. ne of the objects of the inventionis the provision of an improved engine of this type having its parts soconstructed and related as to proride for supercharging the cylinder. Inthe present construction the exhaust ports of the cylinder are closed,cyclically, before the inlet ports are closed. The air or mixture thuscontinues to pass through the inlet ports into the cylinder during theinterval between the closing of the exhaust ports and the closing of theinlet ports, and this continued charging of thecylinder after theexhaust ports have closed is what is referred to herein as the.supercharging of the cylinder. engines such action is not possible,because of the fact that in them the exhaust ports remain open untilafter the inlet ports have closed, so that no air or mixture can beforced into the cylinder after the exhaust openings thereof have beenclosed, except by arrangements employing a valve as in a Diesel type ofengine, which valve is eliminated in the present invention.

In attaining this supercharge a precompression chamber may be provided,in which chamber air or hydrocarbon fuel mixture, as the case may be, iscom ressed and then discharged into the .com ustion chamber throughsuitable ports.

In the embodiment of the invention herein shown and described, thissupercharge is accomplished by providing two pistons operating in thecylinder, one being given a lead over the other. the first controllingthe exhaust ports while the second controls the inlet ports; thearrangement and construction of the ports and the relative relation ofthe pistons being such that the exhaust ports are closed before theinlet ports are closed, and such that the exhaust ports are openedbefore the inlet ports are opened.

65 In the present invention the lead is ob- In the usual form oftwo-cycle tained as follows. A pair of pistons in an engine unit areconnected by rods to a revolving crank or cranks; on the crank orcranks, interposed between the same and the surrounding portions of theconnecting rods, eccentrically mounted bushing portions or bushings arearranged, and caused to rotate about the crank or cranksduring therotation of the latter. The bushing portions or bushings are so arrangedand rotated as to give one piston the desired lead over the other atsuitable times. 7

In one form of the invention a duplex cylinder is used having parallelcylinder portions, in which operate pistons connected by connecting rodsof equal length to the same throw of the crank shaft. The latter has aneccentrically mounted sleeve or bushing thereon, which itself rotatesabout the crank pin during the rotation of the latter through its strokecircle. One part of this bushing, to which one of the connecting rods isconnected is so arranged that its eccentric position is in advance,angularly, with respect to the eccentric position of the other bushingportion, to which, the other connecting rod is connected.

The result of such a construction, in the present invention, is to causeone piston to reach certain points in its stroke before the other pistonreaches corresponding points. Various advantages, in addition to thosereferred to above, may be obtained by such an arrangement. Thus, theexhaust ports may be caused to open fully, more speedily than is usual,while the full opening of the inlet ports'may be somewhat retarded, incomparison with the known constructions. By opening the exhaust portsfully, durin the early part of the period during whic these ports are atleast partly open, theexhaust of burnt gases may be quicklyaccomplished. Also, agreater vacuum than is usual will be formed in thecylinder during the period when, as stated above, the exhaust ports areopen before-the inlet orts are opened. This greater vacuum 'wi be causedby the fact that the exhaust gases achieve a, greater velocity than isusual during the early part of the exhaust port opening period, becauseof the early full opening of the exhaust ports.

By not opening the inlet ports fully until the latter part of the periodduring which these ports are at least partly open, scavenging of theburnt gases from the cylinder will be accomplishedby the action of lessthan the full amount of fresh charge. Accordingly there will be lesslikelihood of aortion of fresh charge going out of the exliaust portswith the burnt gases. Preferably, the maximum opening of the inlet portsoccurs only at about the time the closing of the exhaust ports iscompleted.

Other objects of the invention relate to the provision of improvedfeatures of con; struction and combinations of parts as will be morefully set forth hereinafter.

In order that a clearer understanding of the invention may be hadattention is hereby directed to the accompanying drawings illustratingcertain embodiments of the invention.

In the drawings- Fig. 1 represents a vertical section taken through anengine unit embodying the invention, this unit comprising a duplexcylinder having parallel cylinder portions side by side;

Fig. 2 is a diagram illustrating the operation of the engine; I

Figures 3 and 4 are horizontal sections taken respectivly on line 33 andline 4-4 of Fig. 1, the pistons being omitted;

Figures 5 and 6 are vertical sections .taken respectively on lines 5-5and 66 of Fig. 1;

Fig. 7 represents a longitudinal section taken through an engine unitcomprising a modified form of the invention, this unit comprising acylinder having pistons mounted in the opposite end portions thereof tomove towards and away from each other;

Figures 8, 9 and 10 are sections taken respectively on lines 8-8, 9-9,and 1010 of Fig. 7;

Fig. 11 is a diagrammatic side elevation of a multiple cylinder engineformed of 'units similar to those shown in Fig. 1;

Fig. 12 is a diagrammatic top plan view of a multi-cylinder engine madeup of units 1 similar to the one shown in Fig. 7, in one arrangement ofthe same; and

Fig. 13 is a diagrammatic top plan view,

of a multiple cylinder engine composed of units similar to that shown inFig. 7, with a different arrangement of the units from that shown inFig. 12.

Referring to the drawings and particularly to Fig. 1, an internalcombustion engine is illustrated having a duplex cylinder which maycomprise a casting I mounted above the crank case 2. The cylinder isprovided with twb parallel downwardly extending cylinder portions 3 and4 arranged side by side with a common combustion chamber 5 above thesame. The crank shaft 6 is mounted in suitable hearings in the crankcase and is provided with a single crank or throw 7. Pistons 8 and 9 aremounted for reciprocation in the two parallel cylinder portions 3 and 4,and are connected by con-' necting rods .10 and 11 to crank 7, aneccentric sleeve or bushing being mounted on crank 7 and, therefore,interposedbetween the crank and the lower portions of the connectingrods surrounding the same. Connectingrods 10 and 11 are of equal length.The eccentric bushing referred to will presently be described.

It will be noted that the parallel cylinder portions 3 and 4 arearranged, in the construction shown in Figs. 1, 3 and 4,- with theiraxes in a plane in which the axis of crank shaft 6 is also included.Cylinder portion 3 is provided with the exhaust port openings 13extending therethrough, these ports being controlled by piston 8.Cylinder portion 1 is provided with the inlet ports 14 extendingtherethrough, these ports being controlled by piston 9. Cylinder portion3 has an outer wall 3 spaced from the inner wall within which piston 8operates and cylinder portion 4 has an outer 'wall 4 spaced from theinner wall within which piston 9 operates. Ports 13 and 14 extendthrough the inner walls of the cylinder (Figs. v1 and 3). An annularspace 13 is provided between the inner and outer walls of cylinder 3, topartly surround the inner wall, and exhaust outlet 13 in the outer wall3 connects this space with the outside air or with an exhaust mufier; Adivision wall 25 is provided between the two parallel cylinder portions3 and 4, this wall extending-upwardly into the upper portion of theinterior space of the cylinder, with an open space above the same, asshown in Fig. 1.

Further description of the cylinder construction and of the pistons 8and 9 will be given hereinafter. It is thought that the construction andoperation of the device will be more clearly understood by giving atthis point a description of the mechanism by which the pistons arereciprocated.

in the construction shown in Figs. 1, 5 and 6, a bushing indicatedgenerally by the reference character 29 is mounted upon the crank 7,extending between crank discs I, '7 of the crank shaft 6. Bushing 29 ismounted eccentrically upon the crank pin, a bearing sleeve 29"preferably being interposed between the crank pin. and bushing. Thecrank pin may conveniently be formed integral with one of the crankdiscs 7 with its other end secured to the other lllll diameter at itsright hand end upon which is mounted, and a portion 29 upon which.

connecting rod 11 is mounted. A spur gear 30 is also integral with orsecured to bush iug 29 and concentric with crank 7, this gear engagingwith an internal gear 31 which is fixedly mounted in the crank case 2.

The bushing portions 29 and 29 each have. the same amount ofeccentricity, the axis of the portion 29 of the bushing being, however,advanced a certain number of degrees in the direction of rotation ofcrank 7, in relation to the axis of bushing portion 29 This will beevident from Figs. 5 and (E in which-the crank 7 is represented as beingat its upper dead center, the rotation of the crank shaft beingconsidered as in a counter-clockwise direction, as is shown by thearrows..- lit will be noted that the axis of bushing portion 29indicated at 29, is located in an angularposition a number of degrees inadvance of the vert cal plane extending through the center of thecrankpin,

while, as is shown in Fig. 6, the axis 29 of bushing portion 29 islocated an-equal number 'of degrees to the rear of the same verticalplane. In order to facilitate reading the drawings the bushing portion29 is indicated by A in Figs. 1 and 5 respectively, and the bushingportion 29 is indicated by reference character B in Figs. 1 and 6respectively.

ln the construction shown in Fig. 1 the spur gear 30 is positionedbetween the bush ing portions 29 and 29 at about the intermediate pointin the length of the bushing.

The spur gear is coaxial with crank pin 7 while, the internal gear 31 iscoaxial wlth .crank shaft 6. Inthe construction shown tween the spurgear and the the spur gear has one-half as manyteeth as the internalgear, so that thear-ratio bemternal gear will be two to one.

With such a construction spur gear 30' will constantly mesh withinternal gear 31 during the rotation of the crank shaft, the

spur gear and-bushing 29 accordingly. ro

tating about crank pin 7 with twice the angular speed of the crank-pin;that is to say,

the-spur gear and bushing will make-two complete revolutions about-thecrank pm during each revolution of the crank pin about its own center ofrotatmn; The-result of this arrangement, bushing portion 29 beingadvanced in its eccentricity in relation to bushing portion 29 will beto cause the connecting rods 10 and 11 to descend and ascend withvariable speeds, piston 8 having a lead over piston 9 so as to open theexhaust port 13 before piston 9 opens the inlet ports 14 and to closethe exhaust ports 13 before piston 9 closes the inlet ports 14. Thiswill be explained more fully hereinafter with reference to the diagramshown in Fig. 2.

I will nowret urn to .the description of the cylinder construction andof the two pistons 8 and 9. The piston 9, controlling the inlet ports14, is provided with an in ner-hollow cylindrical portion 15 a topportion 16 and an outer concentric cylindrical portion 17 The piston 8is similarly provided with portion 15, 16 and 17.

This construction provides what 1 term a differential piston in each ofthe cylinder portions 3 and 4. A member 18, preferably a casting, isprovided at the bottom of the .two parallel-cylinder portions 3 and 4,this member having cylindrical guide portions 20, 20 which "constituteguides for the inner cylindrical piston portions 15 and 15 lllemberlS isalso provided with horizontal flanges cit-diaphragm portions 21, whichserve to separate the interior oi 'the. crank l case from precompressionchamber 27 provided above flanges 21 and hereinafter tois the practicein the Diesel type of engine.

have illustrated the cylinder "head 22 as provided with opening 23 inwhich a spark lug'or fuel injector may be positioned.

ion

heupper portion of the cylinder may be suitabl-ypwater jacketed, as isindicated at 24'. The'division wall 25 between the two parallel cylinderportions 3 and 4 extends upwardly into the upper portion of-the interiorspace of the cylinder, as has been previous y stated, and has apassageway indicated at 25 beneath the same for a purpose hereinaftertobe described.

Exhaust ports 13 are controlled by the portions 17 of greatest diameterof piston 8 While'the inlet ports 14 in the cylinder portion, 4 arecontrolled by the portion 17 of greatest diameter of piston 9. Ports 26and 26 in cylinder portions 3 and 4 respectively (see Fig. 4) serve asinlet ports for the precompression chamber 27 and are also controlledby. portions '17, 17 of greatest diameter of pistons 8 and 9. Theprecompression chamber 27 extends aroundcylinder portions 3 and 4, inthe space above the horizontal flange 21 of member 18, with in the outerwalls 3 and 4 and around the annular upwardly extending flanges 20. ofmember 18. An intake opening 28 (F ig. 4) leads through the outer wallof the'cylinder intermediate the outer wall portions '3 and 4 thisopening leading into the annular space 28 which extends around thegreater part of cylinder portion 3' between the inner and outer wallsthereof and partly around cylinder portions 4 between the in ner andouter walls thereof, as is shown in Fig. 4. The ports 26 and 26 arecovered by the aprons or outer portions 17, 17 of pistons 8 and 9, untilon the upstroke of the pistons, the outer aprons 17, 17 of the pistonsbegin to move past these ports. l/Vhen the lower edges of the outeraprons 17 17 of the pistons uncover ports 26 and 26 air or mixture,entering through opening 28 in the outer wall of the cylinder will befree to flow in through ports 26 and 26 tofoccupy the unobstructed spaceabove flanges 21, be-

tween the outer walls 3 and 4 and the inner cylindrical portions of thepistons. That is to say,.the precompression chamber will comprise thespace between inner and outer walls 3 and 3 4 and 4, the space belowaprons 17, 17 and the bottoms of inner walls 3 and 4, and the annularspaces between apron 17, 17 andannular guides 20 and 20 and betweenaprons 17, 17 and the inner cylindrical portions ofthe pistons aboveguides 20, 20 when the pistons are raised into the position shown inFig. 1. The precompression chamber portions extending about cylinderportions 3 and 4 are connected together by the passageway below thedivision wall 25, previously referred to.

The inlet orts 26, as shown in Fig. 4, may and prefera ly are positionedat intervals around the circumference of cylinder portion 3. The ports26 in cylinder portion 4, however, may be positioned around only aportion of the circumference of cylinder portion 4, so that room may beleft for free communication between precompression chamber 27 and theinlet ports 14 which lead from the precompression chamber into the upperportion of the cylinder. This communication is established when ports 14are uncovered by the apron 17 of piston 9, by way of the upwardlyextending portion 27 of the chamber 27 which extends upwardly,-

at' the right hand sideof cylinder portion 4,

to the level of ports 14, as is shown in Figs. 1 and 4.

The air or mixture drawn into the precompression chamber on the upstrokes of the pistons, as stated, will be compressed therein by thesucceeding downward movement of the pistons, after the lower edges ofthe apron i7, 17?, have passed over and closed ports 26, and 26. Opening28 will connect with the outside atmosphere when the engine is to beprovided with fuel injectors and will be connected to suitablecarburetin means when the engine is to be provide with spark plugs andis to operate on the usual atomized mixture orair and fuel. It has notbeen deemed necessary to illustrate any connection from opening 28 to acarburettor or the like, since, as stated, the invention'is applicableto both forms of en gine.

The operation of the engine may briefly be described as follows. On theupstroke of the pistons, air or mixture as stated, will be drawn intothe precompression chamber when ports 26 and 26 are uncovered towardsthe upper limit of movement of the pistons. In Fig. 1 the pistons areshown at or about their upper positions in which the inlet ports for theprecompression chamber will be thus opened. lVhen the pistons againdescend this air or mixture will be compressed within chamber 27 untilpiston 9 has nearly reached its lowest position on the down stroke, whenports 14 will be opened by the upper edge of piston 9 descending pastthe same whereupon the com pressed air or mixture in chamber 27 willpass through these ports into the combustion chamber above the piston.

Towards the end of the down stroke of the pistons, that is the workingor power stroke of the pistons, the exhaust ports 13 will be opened,shortly before the inlet ports 14 are opened, because of the fact thatpiston 8 has a lead over piStOn 9, as stated. There will, accordingly,be a scavenging action of the cylinder while both exhaust and inletportsare open and until the exhaust ports 13 are again closed on thenext up stroke of the pistons. The lead of piston 8 on the down strokeis established because of the arrangement and operation of the eccentricbushing 29 on crank pin 7, as will shortly be more fully explained.

Piston 8 also establishes a lead on the up stroke, so that exhaust ports13 will be closed before the inlet ports 14 are closed. A period ofsuper-charging then follows, the precompressed air or mixture in chamber27 continuing to pass into the combustion chamber of the cylinder for aperiod while the exhaust ports are closed. The inlet ports 14 are thenclosed and a period of compression of the air or mixture above bothpistons follows. When the pistons are close to their uppermost positionsthe explosion or combustion of the combustible mixture takes place inthe combustion chamber and both pistons again start downwardly on theirworking strokes.

The operation of the engine is best shown by the diagram illustrated inFig. 2 representing the movement of both pistons during one completerevolution of crank shaft 6. The travel of pistons 8 and 9 from theirupper dead center positions and back again to the samepositions isindicated by the lines 36 and 37 respectively. In deriving these lines,the stroke circle of the crank pin 7 is represented by either of the twocircles 32K 32 indicated in dotted lines. The pitch circle of spur gear30 is indicated by either of the dotted circles 33 ,33 while the pitchcircle of internal gear 31 is inclicated by either of the dotted linecircles 34 34 The positions of bushing portion 29 of bushing 29 intwelve equidistant positions of the stroke circle of crank 7 areindicated by the small circles 35 located about circle 32 at the rightof the diagram. Similarly the positions of bushing portion 29 at thesame .twelve points-in the stroke circle of crank 7 are indicated by thesmall circles S35 positioned about stroke circle 32 at the left of thediagram.

it will be noted that the centers of pitch circles 33 -and 33 are takenat the center of crank shaft 7 in the upper dead center position of thelatter. The centers of pitch circles 34 and 34 are taken at the axis ofcrank shaft 6. The diameter of either pitch circle 33 or 33 is equal tothe diameter of the stroke circle 32 or 32 It will be readily understoodfrom this that spur gear 30 will engage continuously with internal gear31 at all positions of the crank pin and that the spur gear will maketwo revolutions about the crank pin during each revolution of thelatter.

The bushing portions 29 and 29 integral with or secured to the spurgear, will also make two revolutions about the crank pin during eachrevolution of the latter. The centers of bushing portion 29 for twelveequidistant crank positions are indicated by the, points 1 2 3 etc., onthe circumferences of the small circles 35 Similarly the centers ofbushing portion 29 at twelve equally spaced crank positions areindicated by the points 1 2 3 etc., on the circumfcrences of the smallcircles 35 at the left of the diagram.

lt will be evident that the rotation of the eccentric bushing portions29 and 29 around the crank-pin will afl'ect the angular positions of thetwo connectin rods, the lower ends of which surround tie said portionsof the bushing. Each connecting rod may be considered, in effect, asconnecting the center of one of the bushing portions with thecorresponding pistomaud the center of the bushing portion referred towill be moving inwardly of the stroke circle of the crank pin at certainpositions of the bushing, and outwardly of the stroke circle of thecrank pin at other positions, that is towards or away from the crankshaft center in the one case, or in the other.

The lines 36 and 37 indicating the travel of-pistons 8 and 9 are laidout from the data referred to. Because of the fact that the bushingportions 29 and 29 are so I mounted that the eccentricity of portion 29at the upper dead center position of the crank pin, is advanced inrelation to the eccentricity of portion 29 the piston 8 the exhaustports before piston 9 closes the inlet ports.

Line 36 starts from point 1A and line 37 starts from point 1A as pistons8 and 9 start outwardly on their working strokes, as crank 7 startsdownwardly from its upper dead center position. Lines 36 and 37 eachhave twelve positions indicated thereon, 1A to 121i. and 1A to 12Arespectively, corresponding to the twelve ositions' of the strokecircles 32 and 32 he charge having been fired at about the upper deadcenter position of crank 7, the gases will exp-and and do useful work onthe two pistons, the inlet and exhaust openings be ng closed. Exhaustopenings 13 will begin to open as the upper edge of piston 8 passesdownwardly past the same, this occurring after about, say, 120 of thestroke cycle of the crank. As is shown on the diagram, the exhaust portsmay begin to open at point 5A on line 36. At the same point in thestroke circle of the crank, indicated by point 5A on line 37, the inletports .14 have not begun to i open.

The inlet ponts begin to open shortly thereafter, this opening occurringat a point indicated as 5A" on line 37, this polnt being indicated asintermediate positions 5A and GA on line 37 A scavenging actionaccordingly begins at the point in the downward movement-of the pistonsindicated by point 51 the mixture or fresh air admitted through theinlet ports 14 sweeping through the cylinder and driving the burnedgases out through the exhaust ports 13 in the portion 3 of. the duplexcylinder. This scavenging action continues until the exhaust ports areagain closed by piston 8, this occurring at int 8A on line 36, whichpoint is interme iate positions 8A and 9A- on line 36.

The inlet, ports are still open, as is indicated by the diagram, whenthe exhaust ports close, the inlet ports closing at position 9A on line37. The combustion chamber of the cylinder will be super-charged withmixture or fresh air admitted therein from prerompression chamber 27during the interval between the closing of the exhaust at point 8A andthe closing of the inlet ports at-(point 521 f.

,oinpression of the intaken mixture or fresh air in the combustionchamber will be iii accomplished by both pistons during the intervalrepresented by the rtion of line 37 between points 9A and 1A at thebottom of the diagram and between points 9A and LA, at the bottom of thediagram, on

line 36.

It will be understood that crank 7, refer-. ring to the two strokecircle diagrams, descends from position 1 to osition 7 and again ascendsfrom position to position 1; Pistons 8 and 9, if their movements werenot modified by rotation of the eccentric bushing, would accordinglymake their down strokes from positions 1A and 1A to positions 7A and 7Aon lines 36 and 37 respectively, and make their succeeding up strokesfrom these positions to points 1A and 11%? at the lower ends of lines 36and 37. The lowest positions of the pistons actuallv occurat points onlines 36 and 37 different from 7A and 7A as will be explained later.

' the exhaust ports at point Sr It will also be noted that the workingstrokes of the two pistons continue from the beginning of the downstrokes until point 5A is reached, that the exhaust stroke continuesfrom point 5A until the closing of that the scavenging stroke continuesfrom the opening of the inlet ports at points 5A to the closing of theexhaust ports at point 8A; that the supercharge takes plane betweenpoints SA and 9A and that compression takes place between points 9A and1A It will also be understood that vertical distances on the diagramrepresent time intervals, and horizontal distances from the verticallines lA 1A and lA 1Zlf rep resent distances of the pistons away fromtheir uppermost, positions. Accordingly the speed of each piston at anypoint is indicated by the rate, at such point, at which its travel line36 or 37 is diverging from the vertical line 1A 1A or 1A -1A connectinthe beginning and end of such travel line. or example, piston 9 istravelling downwardly at approximatel a constant speed from position 2Ato 4 2 on line 37. The speed of piston 9 then decreases somewhat betweenositions 4A and 5A and de creases somew at more between points 5A and5A". From point 5A" to 7A. piston 9 moves downwardly with a furtherdecrease in speed andv from int 7A to 8A it moves further downw-ar ly atabout the same speed. Between pointsBA and 9A itjbe gins to moveupwardly again, at'a greater speed than that with which it wasdescending just before that time. It will be noted that the piston movesdown somewhat after the crank passes its lower dead center at 7, becausethe center of bushing portion .29 is on the inside of circle 32 and ismoving outwardly, between positions 7 and 8 on circle 32 I It will alsobe noted that piston 8 reaches its lowest position at about point 6A online .36, before the crank has reached its lower dead center, becausethe center of bushing portion 29 is on the outside of circle 32 and ismoving inwardly, when position 6 is reached.

By comparing the, various positions-on lines 36 and 37 it will be notedthat each connectin rod descends with, a variable speed difl hrent fromthat of the other connecting rod and also ascends with a variable speeddifferent from that of the other connecting rod, at various points inthe stroke circle of the crank. It will be noted, for example, that atpoint 2& connecting rod 9 is moving-downwardly'more rapidly than isconnecting rod. 8 at its corresponding point 2A and has traveledfurther, as is evidenced by the fact that point 2A is further away fromline 1A 1A than is point, 2A- from line 1A 1A The rates of travel anddistances traveled by the two pistons at the various points in thestroke circle of the crank will, of course, be caused by the arrangementand rotation of the bushing portions 29 and 29 as described.

Pistons 8 and 9 will open ports 26 and 26 to admit mixture or fresh airinto precompression space 27, as stated, when both pistons areapproaching their upper dead center positions. Piston 8 starts to openthese ports 26 at approximately position 12A on line 36 of the diagram,Fig. 2, and again closes them at approximately point 2A on line 36, thatis shortly after piston 8 has left its upper dead center position on itsfollowing down stroke. Piston 9 starts to open inlet ports 26 at ap)roxiand mately position point 12Ai on line 3 again closes the same atabout position 2A on line 37 on the next down stroke of piston 9. Theair or mixture drawn into chamber 27 through ports 26 and 26 will becompressed in chamber 27, after the closing of these ports, during thedown strokes of both pistons.

respectively'open at slightly diflerent times (points 12A and 12A*) andclose at slightly different times (points 2A and 2A -In the diagram Fig.2, the distance between the dotted construction lines 38, 38 representsthe width'of inlet ports 14, while the distance between the dottedconstruction lines 39, 39 represents the width of the lVhen point 5A online 37 of' the diagram has been reached, during the exhaust ports 13.Accordingly the cross hatched area included between line 38 and theportionof the travel line 37 of piston 9 which extends beyond the samerepresents the period during which the inletports are open. Also, area41' between line 39 and the portion of travel line 36 which extendsbeyond the same represents the period during which the exhaust ports areopen.

From observation of areas 40 and 41 it will be evident that the inletports do not open fully until approximately point 8A has been reached,which point isa substantial distance more than half way from point SA topoint 9A Therefore, the inlet ports will not open fully until more thanduring which they are at least partly open.

has clasped. The exhaust ports are fully opened at approximately themoment the inlet ports begin to open.

The quick full opening of the exhaust ports permits a quicker exhaust ofthe burnt gases, than heretofore. The fact that the inlet ports openonly slightly at first per-- mits scavenging of the burnt gases from'thecylinder by the aid of fresh charge of less volume than is usual so thatthere is less likelihood of some of the fresh charge escaping throughthe exhaust ports with the burnt gases. A more efiicient vacuum in thecylinder than is usual will be produced during the period that theexhaust ports are open before the inlet ports begin to open, because ofthe greater velocity achieved by the burnt gases in' escaping from theexhaust ports during the early portion of theopening of the exhaustports, such greater ve locity being due to the greater area of exhaustport opening at this time.

The greatest width of opening of the inlet ports, it will be noted,occurs only at about point SA" on line 37 at whichtime the exhaust portsare nearly closed. Hence the scavenging of the burnt gases from thecylinder will be substantially completed be- .fore the inlet ports arefully open.

A modified construction is illustrated in l igures 7 to 16 inclusive. Asis here shown, in place or" having a duplex cylinder with parallelportions side by side as in the construction previously described, aduplex cyl inder may be employed, the two working portions of which arearranged in a straight line with a common axis.

Referring to Fig. 7, a casting 42 is illustrated containing a cylinderwith pistons 8 and 9 mounted in the opposite ends thereof. Piston 8 isconnected by connecting rod 10 to a crank 7 on crank shaft 6 rotatablymounted in crank case 2 in one end of the construction. Piston 9 isconnected by connecting rod 11 to crank 7 of crank shaft 6 rotatablymounted in crank case 2 at the other end of the construction. Thepistons move towards and away from each other, a combustion chamber 5being established between the same. A spark plug or spark plugs may, beusedfor igniting the mixture in this combustion chamber, or fuelinjectors may, of course, be used when fresh air is compressed in thecombustion chamber as in the first form of construction described. Anopening is indicated at 23 for a spark plug or fuel injector.

Crank shaft 6 may be connected suitably as by beveled ears 43. 44, to a.shaft extending paral el to the cylinder and crank shaft 6 may beconnected to shaft 45 by similar connections such as the beveled gears46, 47. By such means or other suitable means the two pistons will becaused to move in properly timed relation to eachother. Shaft 45 may bethe main driven shaft.

The construction here illustrated will in other respects be similar tothe form of construction previously described. An eccentric bushing 29is mounted on crank pin 7 and an eccentric bushing 29 on ,crank pin 7*.These bushin s are similar to bushin portions 29 and 29 respectivelyshown in Figures 1, 5 and 6, and one of the same, namely bushing 29,will have its axis arranged at an angular advance with respect to theaxis of bushing 29 in the same manner that the eccentricity of bushingportion "29 is arranged in advance of bushing portion 29 in Figs. 5 and6. In Fig. 7 the two cranks are shown at their inner dead centerpositions, at which time the explosion of the compressed charge in thecombustion chamher is to-take place to start the two pistons outwardlyon their working strokes. 'At till: time bushing 29* is in the sameposition as the position of bushing portion 29 shown in F 5 whilebushing 29 may be in the same position as that shown for bushing portion29 in Fig. 6.

Bushing 29 is illustrated as having a spur gear 30 integral therewith orsecured thereto, concentric with crank 7*, and adapted to continuouslymesh with an internal gear 31 secured within crank case 2". Similarlybushing 29 is provided with a spur gear 30 which continuously mesheswith an internal gear 31*. Gears 30 and 30 may be similar to gear 30 andinternal gears 31 and 31 may be similar to internal gear 31, prethe openair through opening 28"; The inner cylindrical portion of piston 8 isadapted to slide within the tubular flange 20* of member 18", whileportion 15 of piston 9 slides within tubular flange 20 of member 18*.The annular space 28 as shown in Figs. 7 and 9, is formed within anoutward extension of inner wall 3 of the casting, adjacent to the waterjacket space 24.

The inlet ports 14 are controlled by piston 9, (see Figs. 7 and 10), inthe same manner as inlet ports 14 are controlled by piston 9 in Fig. 1.A passage 43 is formed in the casting, as is shown in Figs. 7, 8 and 9,between ,the outer wall of the casting and the water jacket space 24,and also outside of the ann lar space 28 through the inner walls ofwhich the precompression intake ports 26 extend. This passage 43conneTts the precompression chamber 27 a adjacent to piston 8 to thesimilar precompression space 27 at the other end of the duplex cylinderadjacent to piston 9 From the above it will be obvious that theconstruction illustrated in Figs. 7 to 10 inclusive operates in the samegeneral manner as the construction illustrated in Figs. 1 to 6, a pairof crank shafts being substituted for the single crank shaft utilized inthe first form of the invention described. The operation of the engineshown in Fig. 7 may be illustrated by the diagram Fig. 2, in the samemanner as has previously been described.

The invention includes engines each having a single duplex'cylinder suchas the forms of cylinder shown in Figs. 1 and 7, and: also includesengines each having a plurality of cylinders arranged in variouscombinations. One such arrangement is indicated diagrammatically in Fig.11 in which a pair of duplex cylinders 100, 101, are mounted side byside. Each of the cylinders comprises a'pair of cylinder 'portions 103,104, and 103 104 which are arranged in the same manner as the cylinders3 and 4 of the construction shown in Figs. 1 to 6 of the drawings. Asingle crank shaft 106 is indicated having a pair of cranks 107 and 107which may be 180 apart. Eccentric bushings are mounted onthe cranks 107,107 each of which is similar to the bushing 29 (Fig. 1). These bushingsare rotated about the cranks in the same manner as has been previouslydescribed. The bushing arranged on crank 107 has a pair of portionssimilar to bushing portions 29 and 29 previously described which areconnected by connecting rods to the pistons in cylinder portions 103 and104. The construction is the same in the case of the other cylinder 104.It is obvious that this arrangement may be modified as for example torovide three cylinders similar to 104 in w ich case the three throws ofthe crank shaft shaft would be separated 120 apart. f

In the arrangement shown in Fig. 12 a plurality of duplex cylinders ofthe form illustrated in Figs. 7 to 10 are mounted side by side. Thesecylinders are indicated at 203, 203 203 and 203. A pair of crank shaftsare indicated at 206 206 extending opposite the respective ends of thecylinders. These crank shafts are connected together so as to operate insynchronism, by means of a shaft 245 parallel to the axes of thecylinders and connected to the two crank shafts by suitable means suchas the beveled gears 244, 243, indicated at the ends of shaft 245. Theaxes of all the cylinders will lie in the same plane with the axes ofthe two crank shafts. Each crank shaft such as 206* will have aplurality of cranks thereon, one for each of the cylinders, such forexample, as the crank indicatedat 207, each of which cranks will have aneccentric bushing thereon rotated about the crank in the mannerwhich'has already been described. Each of the cylinders will have a pairof axially aligned pistons therein which may be similar to pistons 8 and9 shown in Fig. 7, connected by connecting rods to the eccentricbushings on the cranks. The cranks may be arranged at suitable. angularintervals upon the crank shafts in accordance with the number ofparallel cylinders used, in the well known manner.

Another arrangement is indicated in Fig. 13, in. which a plurality ofcylinders 303, 303, 303*, etc., are arranged in circular alignment abouta shaft which may be the maindriven shaft indicated at 345, the axis ofwhichis parallel to the axes of the cylinders. The various cylinders maybe of either the form shown in Fig. 1, or the form shown in Fig, 7, theform of cylinder shown in Fig. 7 being indicated, in the arrangementillustrated in Fig. 13. Each of the cylinders 303, etc, has a pair ofaxially aligned pistons therein each of which is connected by aconnecting rod to an eccentric bushing on a crank shaft extending acrossthe adj acent end of the cylinder. A separate crank shaft having asingle throw or crank will be provided for each piston. One such crankshaft is indicated at 306 which as indicated may be suitably connectedas by beveled.

till

masses gears to the driven shaft 345, the arrangement being the same inthe case of all the cylinders. Each crank shaft will extend radiallywith respect to the driven shaft 345, the axis of each crank shaftextending at right angles to the axis of the driven shaft and each ofthe crank shafts at one end of the construction being provided withbeveled gears such as the gear 343, all of these gears meshing with asingle gear 344: on the adjacent end of shaft 345.

It should be understood that various modifications of the structuresdescribed may be made without departing from the spirit of theinvention, and also that various features of the constructions describedmay be used so far as concerns certain aspects of the invention, withoutcertain other features.

It will be noted that the expression crank shaft means in certain of theclaims is in tended to include a single crank shaft such as that shownin Fig. 1 oria plurality of crank shafts such as are illustrated in Fig.7, and that the expression crank means of said crank shaft meanssimilarly refers to a single crank or a plurality of cranks on saidcrank shaft or crank shafts. Similarly the expression bushing means onsaid crank means refers to a bushing on a single crank such as crank 7in Fig. 1, or a. plurality of bushings such as bushings 29 and 29 oncranks 7 a and 7 in Fig. 7. The statement that such crank means arepositioned at the same points'of the crank stroke circle should be takento include the case of a single crank such as the crank 7 in Fig. 1,both end portions of which are in the same angular position with respectto the stroke circle of the crank shaft; or a plurality of cranks, suchas cranks 7 and 7 of Fig. 7, which are positioned in the same angularrelation to the stroke circles of their respective crank shafts.Likewise the reference in certain claims to a cylinder having a pair ofcylinder portions the axes of which portions are arranged in the sameplane, includes a cylinder such as that shown in Fig. 7 having twoworking portions, the axis of one of which is in alignment with the axisof the other, as well as a construction such as that shown in Fig. 1 inwhich the two cylinder portions are side by side.

It will be noted thatall novel combinations which may be common to thisapplication and to my co-pending application Serial No. 558,102,internal combustion engines, filed May 3, 1922, are sought to be claimedherein.

It should be understood that while I have described certain forms andfeatures of the invention with particularity, the invention is notlimited to the exact details which have been described, but that variousmodifications may be employed, as will be clear to those skilled in theart, after reading this specification, the scope of the invention beingindicated by the accompanying claims.

What I claim is:

1. In an internal combustion engine, thecombination of a crank shaft, acylinder comprising a pair of parallel cylinder portions arranged withtheir axes in a plane which also includes the axis of the crank shaft,pistons in said cylinder portions, and

connections between said pistons and crank shaft such that both pistonswill have strokes of equal length, and both will start together oncertain strokes in the same direction, from corresponding points intheirrespective cylinder portions at'approximately the same times, but thatone piston will obtain a lead over the other after passing such point.2. In an internal combustion engine, the combination of a duplexcylinder having a pair of cylinder portions and a common combustionchamber, pistons in said cylinder portions, and crank shaft means, theaxes of said cylinder portions and crank shaft means all being arrangedin the same plane, and connections between said pistons and crank shaftmeans, such that both pistons will have strokes of equal length, andwill pass certain corresponding points of their respective cylinderportions while moving in the same direction at approximately the sametime, but that one piston will obtain a lead over the other afterpassing such point. r 3. In an internal combustion engine, thecombination of a duplex cylinder having a pair of cylinder portions anda common combustion chamber, pistons in said cylinder portions, andcrank shaft means, the axes of said cylinder portions and crank shaftmeans all being arranged in the same plane, and connections between saidpistons and crank shaft means, including connecting rods and meansinterposed between said connecting rods and the crank means of saidcrank shaft means, said interposed means being movable relatively tosaidcrank means and arranged to cause one of said pistons to obtain alead over the other during strokes thereof.

4. In an internal combustion en ine, the combination of a duplexcylinder aving a pair of cylinder portions and a common combustionchamber, pistons in said cylinder portions, and crankshaft means, theaxes of hit said cylinder portions and crank shaft means other duringstrokes thereof, said istons being arranged to start together on t eirworking strokes.

5. In an internal combustion engine, the combination. of crankshaftmeans having 'means about said crank means, a pair of cylinder portions,pistons therein, and connecting rods connectlng said pistons andeccentrlc bushing means, sald cylinder portions having exhaust andintake ports respectively, controlled by said pistons.

6. In aninternal combustion engine, the combination of a crankshafthaving a crank pin, a pair of eccentrics on said crank pin, one of thesame being angularly advanced with respect to the other, a pair ofcylinder portions, pistons therein, connecting rods connecting saidpistons and eccentrics, re

spectively, and positive means for rotating said eccentrics togetherabout said crank pin during the rotation of said crank pin about theaxis of said crankshaft.

7. In an internal combustion engine, the combination of a crankshafthaving a crank pin, a pair of eccentrics on said crank pin, one of thesame being angularly advanced with respect to the other, a cylinderstructure comprising a pair of cylinder portions and a common combustionchamber, one of said portions having an inlet port and the other anexhaust port, pistons in said cylinder portions, controlling said portsrespectively, connecting rods connecting said pistons and eccentricsrespectively, and means for rotating said eccentrics together about saidcrank pin during the rotation of the latter to cause the exhaust port tobe opened and closed before the inlet port is opened and closed.

8. In an internal combustion engine, the combination of crankshaft meanshaving crank means thereon positioned at the same points of the crankstroke circle, eccentric means on said crank means having two portions,one of the same being angularly advanced with respect to the other, apair of cylinder portions, pistons therein, connecting rods connectingsaid pistons and said eccentric means portions, respectively, andpositive means for rotating said eccentric means about said crank meansduring the rotation of said crank means.

9. In an internal combustion engine, the combination of a cylinderstructure comprising a pair of cylinder portions, one of the same havingan inlet port and the other an exhaust port, pistons in said cylinderportions, controlling said ports, respectively, crank shaft means havingcrank means thereon at the same points of the crank stroke circle,eccentric means on said crank means, connecting rods connecting saidpistons and eccentric means, and means for rotating said eccentric meansabout said crank means in such manner as to cause the exhaust port to'be uncovered by one of said pistons before the inlet port is uncoveredby the other iston, and to cause the exhaust port to closed by the firstnamed piston before the inlet port is closed by the second named piston.

10. In an internal combustion engine, the combination of a duplexcylinder having a pair of cylinderportions and a common combustionchamber, one of said portions having an inlet port and the other anexhaust port, pistons in said cylinder portions, controlling said ports,respectively, crankshaft means, and connections between said pistons andcrankshaft means, including eccentric means, such that said pistons movewith variable speeds, that of one being different from that of theother, both pistons have a common working stroke, and one piston willobtain a lead over the other at appropriate times to open and coverthem:- haust port before the other piston opens and covers,respectively, the inlet port.

11. In an internal combustion engine, the

combination of a cylinder having an inlet port, a piston in saidcylinder controlling the opening and closing of said port, a crank shafthaving 'a crank, an eccentric member on said crank, a connecting rodconnecting said piston and eccentric member, and means for rotating saideccentric member about said crank in such a manner that the port will begradually opened for a period until it is fully open, and will then befully closed within a shorter period.

12. In an internal combustion engine, the combination of a cylinderhaving an inlet port, a piston in said cylinder controlling the openingand closing of said port, a crank shaft, connections between said piston and crank shaft including an eccentric, and means for rotating saideccentric in such a manner that the port will be gradually opened for aperiod until it is fully open, and will then be fully closed vwithin ashorter period.

13. In an internal combustion engine, the combination of a cylinderhaving an exhaust port, a'piston in said cylinder controlling theopening and closing of said port, a crank shaft having a crank, aneccentric member on said crank, a connecting rod connecting said pistonand eccentric member, and means for rotating said eccentric member aboutsaid crank in such a manner that the port will be fully opened within acertain period, and will then be gradually closed during a longerperiod.

14. In an internal combustion engine, the combination of a cylinderhaving an exhaust port, a piston in said cylinder controlling theopening and closing of said port, a crank haft, connections between saidpiston and crank shaft including an eccentric, and means for rotatingsaid eccentric in such a manner that the port will be fully openedwithin a certain period, and Will then be gradually closed during alonger period.

15. In an internal combustion engine, the.

combinationof cylinder means having inlet and exhaust ports, and meansincluding sliding means and operating means of variable speed thereforfor opening and closing said ports periodically in such manner that theexhaust port will be substantially fully open at the time when the inletport begins to open, and that the exhaust port will grad-l ually closethereafter during the time that the inlet port gradually opens.

16. In an internal combustion engine, the combination of cylinder meanshaving inlet and exhaust ports, and means, including sliding means andoperating means therefor of variable speed for opening and closing saidports periodically in such manner that the exhaust port will begin toopen before the inlet port, and will close before the inlet port, andthat the inlet port will open gradually, so that its full opening Willnot take place until the exhaust port is nearly closed.

17. In an internal combustion engine, the combination of cylinder meanshaving inlet and exhaust ports, and means, including sliding means andoperating means there for of variable speed for opening and closing saidports periodically in such manner that the exhaust port will begin toopen before-the inlet port, and will close before the inlet port, andthat the full opening of the inlet port will be retarded, and itsclosing accelerated, and the full opening of the exhaust port will beaccelerated, and its closing retarded.

18. In an internal wmbustion engine, the combination of cylinder meanshaving inlet and exhaust ports, a pair of pistons in said cylindermeans, one controlling the opening and closing of the inlet and theother controlling the opening and closing of the exhaust port, and meansincluding eccentrics for reciprocating said pistons in such' a mannerthat the exhaust port will be substantially fully open at the time whenthe inlet port begins to open, and that the exhaust port will graduallclose thereafter while the inlet port grat ually opens.

19. In an internal combustion engine, the combination of cylinder meanshaving inlet and exhaust ports, and means including reciprocatingmembers and eccentrics connected therewith for opening and closing saidports periodically in such manner that the exhaust port will besubstantially fully open at the time when the inlet port begins to 3open, and that the inlet port will open gradually while the exhaust portcloses gradually, the maximum opening "of the inlet port oc curring atabout the time the exhaust is fully closed.

20. In an internal combustion engine, the

combination of a cylinder structure comprising a pair of cylinderportions, one of the same having an inlet port and the other an exhaustport, pistons in said cylinder portions, controlling said portsrespectively, crankshaft means, and connections between the same andsaid pistons, including eccentric means, and means for rotating saideccentric means, in such manner that the exhaust port Will be quicklyopened and gradually closed, and the inlet port Will be gradually openedand quickly closed.

21. In an internal combustion engine, the combination of a cylinderstructure comprising a .pair of cylinder portions, one of the samehaving an inlet port and the other an exhaust port. pistons in saidcylinder portions, controlling said ports respectively, crankshaftmeans, and connections between the same and said pistons, includingeccentric means, and means for rotatin said eccentric means, in suchmanner that t e exhaust port Will be substantially fully open at thetime when the inlet port begins to open, and that the inlet port willopen gradually while the exhaust portmloses gradually. the maximumopening of the inlet port occurring at about the time the exhaust portis fully closed.

22. In an internal combustion engine, the combination of a cylinder, apiston therein, and means including an eccentric for reciprocating saidpiston in such manner that all of its strokes in one direction willoccupy a longer time interval than its strokes in the oppositedirection, while all the strokes of said piston will be equal in length.

23. In an internal combustion engine, the combination of a cylinderhaving a port, a piston in said cylinder controlling the opening andclosing of said port, and means including an eccentric for reciprocatingsaid piston in such a manner that the port will be uncovered therebyduring one period of time until it is fully open and will then be closedthereby during a period of time of difierent length.

24. In an internal combustion engine, the combination of cylinder meanshaving a common combustion chamber, a pair of pistons in said cylindermeans, and means including eccentrics for reciprocating said pistons insuch manner that both will have strokes of equal length, but that all ofthe inward strokes of one of the same will 00- cupy longer timeintervals than its outward strokes, while all of the inward strokes ofthe other willoccupy shorter time intervals than its outward strokes.

25. In an internal combustion engine, the combination of cylinder meanshaving a common combustion chamber, a pair of pistons in said cylindermeans, said cyl inder means having exhaust and inlet ports controlledrespectively by said pistons, and

res

means including eccentrics for reciprocating said pistons in such mannerthat, during.

the Working stroke of both, the travel of the piston controlling theexhaust port will be accelerated and the travel of the pistoncontrolling the inlet port will be retarded, to cause the opening of theexhaust port before that of the inlet port, both pistons having allstrokes of equal length.

26. In an internal combustion engine, the combination of cylinder meanshaving a common combustion chamber, a 'pair of pistons in said cylindermeans, said cylinder means having exhaust and inlet ports controlledrespectively by said pistons, and means including eccentrics forreciprocating said pistons in such manner that, during the outward andinward strokes of both, the exhaust port wiii be fuliy opened at aboutthe moment that the inlet port begins to open, and that the exhaust portwill be gradually closed while the inlet port is gradually opened, andthat the inlet port will then be fully closed shortly after the exhaustport has been closed.

27. In an internai combustion engine, the combination of cylinder meanshaving iniet and exhaust ports and means for opening and closing saidports periodically, said means comprising a pair of reciprocatingmembersrotating means, and connections between said rotating means andsaid members such that the exhaust port will be quickly opened by one ofsaid members and will be gradually closed thereafter, and that the otherof said members will begin to open the inlet port when the exhaust portis substantially fullyopen, and will open the inlet port graduallyduring the time that the exhaust port is being gradually closed.

28. In an internal combustion engine, the combination of a cylinder,having a port opening therein, a piston in said cylinder, a crankshaftand means for reciprocating said piston with an accelerated inwardstroke and a retarded outward stroke, com prising an eccentric bushingon the crank pin of said crankshaft, means for rotating said bushingabout said crank pin during the rotation oi the crankshaft, and a con,-nccting rod connected with said piston and journalled on said bushing,all of said parts being so arranged as to cause said piston to uncoversaid port towards the endiiot all of its outward strokes, and then againcover the same.

in testimony whereof l have signed my name to this specification, at NewYork city, N. 1 this 20th day of April, 1922.

J. TGTH.

